Transmission, receipt, combination, sorting, and presentation of vehicle specific environmental conditions and hazards information

ABSTRACT

A method for planning or updating a travel route for a vehicle based on a potential affect of environmental conditions on a particular vehicle and displaying environmental conditions information on a display.

CROSS-REFERENCE TO RELATED APPLICATIONS

This is a Continuation-In-Part of co-pending U.S. patent applicationSer. No. 11/122,909, filed May 5, 2005, which is a Continuation-In-Partof U.S. patent application Ser. No. 10/408,024, filed Apr. 4, 2003, andissued Jul. 12, 2005, as U.S. Pat. No. 6,917,860, which is aContinuation-In-Part of U.S. patent application Ser. No. 10/083,840,filed Feb. 27, 2002, and issued Nov. 18, 2003, as U.S. Pat. No.6,650,972, which is a Continuation-In-Part of U.S. patent applicationSer. No. 09/583,042, filed May 26, 2000, and issued Apr. 30, 2002, asU.S. Pat. No. 6,381,538, the disclosures of which are incorporatedherein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to the transmission, receipt, and presentation ofvehicle specific environmental conditions and hazards information.

2. Description of Related Art

Whether planning a flight, flying a pre-planned route, or altering aflight en route, pilots need up-to-date, accurate information on theenvironmental conditions that they are likely to encounter.Environmental conditions can include, for example, meteorological andother environmental conditions, such as, storms, rain, turbulence,aircraft wake turbulence, lightning, icing, fog, volcanic ash, windspeed, wind direction, wind variation, or the like. Before a flightbegins, available environmental conditions information must, at the veryleast, alert the pilot to the environmental conditions for the departurelocation, the arrival location, and the intended travel route. Duringthe flight, the pilot must be able to access updated environmentalconditions information for not only the present location of theaircraft, but also for the remainder of the intended travel route, thearrival location, and any alternate routes that may be used in case ofemergency.

To accomplish this, the pilot typically receives environmentalconditions information in the form of various maps, printouts, and/ordisplays that detail environmental conditions that the aircraft islikely to encounter. Some of the information sources, such as, forexample, pressure or jet-stream maps, make the pilot aware ofenvironmental conditions that affect the aircraft directly, such as, forexample, wind speed. Other sources of information, such as, for example,radar reflectivity maps, or Nexrad data, advise the pilot of conditionsthat affect the aircraft indirectly. For example, raindrops, which donot affect the aircraft directly, appear as areas of high reflectivityon radar reflectivity maps and infer areas of turbulence.

The pilot must then compare all of the environmental conditionsinformation that he or she receives with his or her knowledge,experience, and judgment, to determine a navigable course through themaze of environmental conditions.

To help the pilot to assimilate the vast amount of information, it isknown to transmit certain weather data to the cockpit of an aircraft sothat the weather data can be displayed and periodically updated.

As an example of displaying environmental conditions information to apilot, it is known to use enhanced weather radar to measure windvariations in an area ahead of an aircraft. The wind variationmeasurements are then processed to determine regions of potentiallyhazardous wind shear. These determined regions are then displayed on amap as a series of variable sized, color-coded pie shapes. The differentcolor codes represent different intensities of wind variation, while thesize of each pie shape shows an approximate size of the hazardous area.By understanding the color codes and the size variations of thesedisplayed pie shapes, the pilot can take appropriate actions tonegotiate a way through a hazardous area or avoid the hazardous areacompletely, without flying into another hazardous area.

SUMMARY OF THE INVENTION

When making flight decisions, the pilot cannot merely considerenvironmental conditions information in a vacuum, the pilot must alsoconsider aircraft specific characteristics, such as, for example, thephysical size, weight, propulsion, mode of propulsion, performancecharacteristics, and performance limitations of the aircraft that he orshe is flying. Performance characteristics can include, for example, thetype of control systems, control surfaces, the presence andfunctionality of any automated systems, and both the longitudinal andlateral aerodynamics of the aircraft. Performance limitations caninclude, for example, the aircraft's maximum speed and Mach number,buffet speed, operational ceiling, maximum weight, center of gravity, aswell as the structural and mechanical limitations of the aircraft.

Some of the aircraft specific characteristics, such as the aircraft'ssize, propulsion, mode of propulsion, structure, type of controlsystem(s), type of control surfaces, longitudinal aerodynamics, lateralaerodynamics, maximum weight, structural limitations, mechanicallimitations, performance limitations, safety limitations, maximumoperational ceiling, maximum Mach numbers, and maximum airspeeds arecharacteristics that are typically static and do not change duringflight. Other of the aircraft specific characteristics, such as theaircraft's weight, performance characteristics, center of gravity,vertical acceleration, lateral acceleration, speed, angle of attack,angle of sideslip, and direction are typically dynamic, and changeduring flight.

Furthermore, certain types of environmental conditions affect differentaircraft in different ways and to varying degrees while other types ofenvironmental conditions affect all aircraft in much the same way and tomuch the same degree. For example, storms, turbulence, aircraft waketurbulence, icing, fog, volcanic ash, winds, or the like, can affect alarge, jet-engine aircraft differently than a small, propeller-drivenaircraft. In contrast, environmental conditions, such as, for example,ground terrain, structures, lightning, or the like, can affect bothlarge and small aircraft alike.

To illustrate, a large multi-engine passenger aircraft might be able tofly, safely and comfortably, through an area of turbulence that wouldcause a small single-engine aircraft to be thrown about quite violently.However, that same, large multi-engine passenger aircraft will reactdifferently when it is loaded with passengers, fuel, or cargo than itwill when it is relatively empty. Furthermore, a private jet, with anexcess of available power, can fly in conditions that a small, singleengine, propeller-driven aircraft cannot. But, both large and smallaircraft alike can be catastrophically affected by, for example, alightning strike.

As a further illustration, the altitude of the aircraft may determinewhether and to what extent the aircraft encounters certain environmentalconditions, such as turbulence. For example, there might be an area ofthunderstorms that can be avoided if the pilot files over the storms ata higher altitude. Unfortunately, the operational ceiling of theaircraft may not allow the aircraft to fly high enough to travel overthe storms. Alternatively, the operational ceiling of the aircraft maybe limited because of certain performance limitations of the aircraft.Additionally, the pilot of the aircraft may not be allowed, if, forexample, the pilot is only visual flight rules (VFR) rated, to fly abovea predetermined altitude. Furthermore, air traffic control (ATC) may notallow the pilot to make an altitude change.

Therefore, because the impact of any given set of environmentalconditions is not the same for every aircraft, and different aircraftreact very differently to different environmental conditions, the pilotmust consider not only the present environmental conditions that theaircraft is about to encounter, but also the specific flightcharacteristics of the aircraft that he or she is flying.

Thus, a system that combines environmental conditions information withaircraft specific information and produces a simplified display mapshowing any environmental conditions that are relevant to a particularaircraft, improves pilot awareness, reduces the workload on the pilot,and improves the safety level to the aircraft, the pilot, and anypassengers and/or cargo onboard.

Thus, in contrast to the example of merely displaying environmentalconditions information described above, this invention allows the pilotto look at the display map without having to determine, for example,which color-coded pie shapes represent wind variations that are intenseenough to adversely affect his or her particular aircraft. To thecontrary, the display map of this invention only displays environmentalconditions that exceed a determined threshold and can actually affectthe pilot's particular aircraft. Thus, in contrast to the exampledescribed above, the display map of this invention will only show areasof wind variation that are intense enough to adversely affect thepilot's aircraft.

In various illustrative, non-limiting embodiments of this invention, thesystems and methods of this invention are able to optimize a travelroute based on both environmental conditions information and aircraftspecific information. The travel route may be optimized based on defaultcriteria or criteria selected by the pilot, such as, for example, bestfuel economy, fuel burn, trip costs (including fuel economy), mostcomfortable ride, fastest traverse of a particular region, changingconfiguration of the aircraft and/or overall airspace management.

Thus, the travel route may be altered or updated by this invention basedon a request from, for example, a pilot, an air traffic controller, ormay be altered or updated automatically in response to a change ineither the environmental conditions or the aircraft characteristics.

In various illustrative, non-limiting embodiments of this invention, thetravel route optimization may be requested and/or carried out by thesystems and methods of this invention operating on a remote, or ground,static display.

In various exemplary embodiments, the systems and methods of thisinvention are able to produce projected dynamic vehicle information suchthat the status of certain of the aircraft characteristics, such as, forexample, the aircraft's weight, can be projected for at least one pointalong a travel route.

It should be appreciated that the embodiments described above involvedisplaying environmental conditions data relative to a specificaircraft. However, in various exemplary embodiments of this invention,the environmental conditions data is processed and displayed in othervehicles, such as, for example, helicopters, watercraft, hovercraft,automotive vehicles, or the like.

When the vehicle is, for example, an aircraft, the environmentalconditions information may include, for example, cloud type, cloudaltitude, visibility, storms, rain, precipitation, turbulence, aircraftwake turbulence, lightning, icing, fog, volcanic ash, wind speed, winddirection, wind variation, temperature, restricted areas, or the like.It should also be appreciated that the environmental conditionsinformation is displayed relative to each particular aircraft'sattributes, such as, for example, the physical size, weight, direction,speed, propulsion, mode of propulsion, response characteristics,performance characteristics, performance limitations, or the like of theaircraft.

When the vehicle is, for example, a watercraft, the environmentalconditions information may include, for example, water temperature,water depth, water conditions, wave height, wind speed, wind direction,water current, water undercurrent data, or the like. It should also beappreciated that the environmental conditions information is displayedrelative to each particular watercraft's attributes, such as, forexample, size, weight, speed, propulsion, mode of propulsion, hulldesign, draft, performance characteristics, response characteristics, orthe like.

When the vehicle is, for example, an automotive vehicle, theenvironmental conditions information may include, for example, weatherconditions, wind speed, wind direction, accumulated precipitationinformation, road conditions, grade of terrain traversed, or the like.It should also be appreciated that the environmental conditionsinformation is displayed relative to each particular automotivevehicle's attributes, such as, for example, two wheel or four wheeldrive, gross vehicle weight, speed, height, center of gravity, or thelike. If, for example, the vehicle is a tractor-trailer, the display mayinclude wind speed and direction information so that a driver can avoidareas of crosswinds that are strong enough to tip the vehicle or forcethe vehicle off a road.

In various illustrative, non-limiting embodiments of this invention, theenvironmental conditions data relative to a specific aircraft can becreated or transmitted to remote, or ground, static displays, such thatthe environmental conditions data relative to a specific aircraft can bedisplayed, for example, for air traffic controls, airline dispatchers,or other operators remote from the receiving vehicle. In this manner,displays of environmental conditions information may be provided to, forexample, center controllers or traffic management personnel so that theinformation may be used for airline dispatch flight following, flightplanning, air traffic control, and/or air traffic management purposes.

Accordingly, this invention provides apparatuses, systems, and methodsthat present a user with a simplified environmental conditions map basedon a scientific and technical analysis of both environmental conditionsinformation and data specific to the vehicle that the user is operating.

This invention separately provides apparatuses, systems, and methodsthat produce a simplified, integrated, iconized map includingenvironmental conditions information indicating the location, spatialextent, and severity of each environmental condition.

This invention separately provides apparatuses, systems, and methodsthat update vehicle specific data to reflect changes to the vehicle'sweight, performance characteristics, and/or configuration.

This invention separately provides apparatuses, systems, and methodsthat simplify the route-planning task by suggesting optimized routingsbased on minimizing certain parameters.

This invention separately provides apparatuses, systems, and methodsthat plot and/or update a travel plan using both environmentalconditions information and data specific to the vehicle that the user isoperating.

This invention separately provides apparatuses, systems, and methodsthat automatically suggest courses of travel, either prior to departureor while en route, through or around various environmental conditionsbased on the specific characteristics of a particular vehicle.

This invention separately provides apparatuses, systems, and methodsthat optimize a course around various environmental conditions based onspecific criteria, such as, for example, best fuel economy, mostcomfortable ride, fastest traverse of a particular region, and/orchanging configuration of the vehicle.

This invention separately provides apparatuses, systems, and methodsthat can be used prior to departure or onboard a vehicle to interpretweather and/or environment data that is transmitted or broadcast to thevehicle.

This invention separately provides apparatuses, systems, and methodsthat provide the user with improved situational awareness of hazards tothe user's specific vehicle.

This invention separately provides apparatuses, systems, and methodsthat improve safety by reducing the impact of adverse environmentconditions on a specific vehicle.

This invention separately provides apparatuses, systems, and methodsthat produce timely and useful alerts, as well as transmit additionalalerts and/or environment data if the environmental conditions change.

These and other features and advantages of this invention are describedin or are apparent from the following detailed description of theexemplary embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

The exemplary embodiments of this invention will be described in detail,with reference to the following figures, wherein:

FIG. 1 shows a first exemplary embodiment of the environmentalconditions display system according to this invention;

FIG. 2 shows a second exemplary embodiment of the environmentalconditions display system according to this invention;

FIG. 3 shows a third exemplary embodiment of the environmentalconditions display system according to this invention;

FIG. 4 shows an environmental conditions reporting system according tothis invention;

FIG. 5 is a functional block diagram outlining an exemplary embodimentof the environmental conditions display system according to thisinvention;

FIG. 6 is a flowchart outlining one exemplary embodiment of a method forusing the environmental conditions display system according to thisinvention;

FIG. 7 is a flowchart outlining one exemplary embodiment of a method fordetermining whether to transmit environmental conditions informationaccording to this invention;

FIG. 8 is a flowchart outlining one exemplary embodiment of a method fordetermining whether to send environmental conditions information to thedisplay system according to this invention;

FIG. 9 is a flowchart outlining one exemplary embodiment of a method forreceiving environmental conditions information and deciding whether todisplay the information according to this invention;

FIG. 10 shows one exemplary embodiment of a display using theenvironmental conditions display system according to this invention;

FIG. 11 shows a second exemplary embodiment of a display using theenvironmental conditions display system according to this invention;

FIG. 12 shows a third exemplary embodiment of a display using theenvironmental conditions display system according to this invention; and

FIG. 13 shows a fourth exemplary embodiment of the environmentalconditions display system according to this invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

For simplicity and clarification, the operating principles, designfactors, and layout of the environmental conditions display systems,methods, and apparatuses according to this invention are explained withreference to various exemplary embodiments of environmental conditionsdisplay systems, methods, and apparatuses according to this invention.The basic explanation of the operation of the environmental conditionsdisplay systems, methods, and apparatuses is applicable for theunderstanding and design of the constituent components employed in theenvironmental conditions display systems, methods, and apparatuses ofthis invention.

Furthermore, it should be appreciated that, for simplicity andclarification, the embodiments of this invention will be described withreference to the environmental conditions display systems, methods, andapparatuses as they operate in an aircraft. Alternatively, the systems,methods, and apparatuses of this invention can be implemented in othervehicles, such as, for example, helicopters, watercraft, hovercraft,automotive vehicles, or the like.

It should also be appreciated that the terms “vehicle”, “aircraft”, and“environmental conditions” are for basic explanation and understandingof the operation of the environmental conditions display systems,methods, and apparatuses. Therefore, the terms “vehicle”, “aircraft”,and “environmental conditions” are not to be construed as limiting theenvironmental conditions display systems, methods, and apparatuses ofthis invention.

FIG. 1 shows an environmental conditions display system incorporating afirst exemplary embodiment of an environmental conditions display system100 according to this invention. As shown in FIG. 1, the environmentalconditions display system 100 includes at least some of an aircraft 110,an environmental conditions database 120, and at least one environmentalconditions transmitter 130.

The aircraft 110 includes at least some of a receiver 112, an aircraftcharacteristics database 114, a display generator 116, and a display118. In various exemplary embodiments, the display generator 116interfaces, via the receiver 112, with the at least one environmentalconditions transmitter 130. The display generator 116 also interfaceswith the aircraft characteristics database 114 and the display 118.

In the various exemplary embodiments, the aircraft characteristicsdatabase 114 includes a database that stores static aircraft specificinformation and a database that stores dynamic aircraft specificinformation. In various exemplary embodiments, various systems and/orsensors of the aircraft 110 periodically update the dynamic aircraftspecific information stored in the aircraft characteristics database114.

At least some of the dynamic aircraft specific information in thedatabase may include predetermined dynamic aircraft specific values,default dynamic aircraft specific information, or an estimated orprojected value. In this manner, if an aircraft does not include thenecessary systems and/or sensors to monitor or update all of the dynamicaircraft specific information, predetermined values may be used.

In various exemplary embodiments, the predetermined, default, estimated,or projected dynamic aircraft specific values can be stored in a“look-up table” that can be stored, for example, in the aircraftcharacteristics database 114.

Additionally, at least some of the static aircraft specific informationin the database may include predetermined or default static aircraftspecific information. Thus, for example, published standards for aparticular class of aircraft or an aircraft fleet average may be used asthe default values for an individual aircraft's static characteristics.

While the use of predetermined or estimated dynamic and/or staticvehicle information may not provide as exact an estimation ofturbulence, the use of such information in place of exact dynamic orstatic vehicle information can still yield useful turbulence loadinformation. For example, in order to make a good estimate of theturbulence loads predicted by an airborne weather radar, it is necessaryto know the weight of the aircraft at that point in time. Unfortunately,current airborne weather radars do not have access to such real-timedynamic information. Nonetheless, a useful turbulence load estimate canstill make by employing an estimate of what the weight might be based onthe class of aircraft or statistical or probabilistic estimates of theweight of the aircraft, stored in the radar memory.

In the various exemplary embodiments described herein, the displaygenerator 116 is an environmental conditions display system 500, asshown below, with reference to FIG. 5. In various exemplary embodiments,the display generator 116 interfaces, for example, with theenvironmental conditions database 120, via a wireless link using thereceiver 112 and the at least one environmental conditions transmitter130. Alternatively, the display generator 116 can interface with theenvironmental conditions database 120, either directly or indirectly,via any linked connection. The linked connection can be any known orlater developed device or system for connecting the display generator116 to the environmental conditions database 120, including a directwired connection, a connection over a LAN, a WAN, or any otherdistributed network, a connection over the public switched telephonenetwork, a connection over a coaxial cable (i.e., CATV) system, aconnection over a cellular telephone network, a very high frequency(VHF) connection, an ultra high frequency (UHF) connection, a radiofrequency (RF) connection, a satellite connection, or the like. Ingeneral, the linked connection can be any known or later developedconnection system or structure usable to connect the display generator116 to the environmental conditions database 120, including both wiredand wireless connections.

In various exemplary embodiments, the display generator 116 interfaceswith the display 118. The display 118 can be a cathode ray tube display,a liquid crystal display, a plasma display, a light emitting diode (LED)display, a printer, or any other known or later developed system capableof displaying data.

In various exemplary embodiments, the at least one environmentalconditions transmitter 130 is, for example, a VHF transmitter, a UHFtransmitter, a RF transmitter, a satellite transmitter, or the like.When the at least one environmental conditions transmitter 130 is, forexample, a satellite transmitter, the at least one environmentalconditions transmitter 130 operates in conjunction with at least onesatellite 135. In various exemplary embodiments, the at least oneenvironmental conditions transmitter 130 is, for example, a transmitterincluded in another aircraft that transmits environmental conditionsinformation. Thus, in various exemplary embodiments, the receiver 112includes at least one of a VHF antenna, a UHF antenna, a RF antenna, asatellite communications receiver, or the like.

During operation of the environmental conditions display system 100, thedisplay generator 116, receives, via the receiver 112, signals from theat least one environmental conditions transmitter 130 and/or at leastone satellite 135. The signals from the at least one environmentalconditions transmitter 130 contain at least some environmentalconditions data from the environmental conditions database 120. Invarious exemplary embodiments, the signals also include globalpositioning system (GPS) data, which allows the systems, methods, andapparatuses of this invention to determine the location and/or the speedof the aircraft. In the various exemplary embodiments, the displaygenerator 116 includes an environmental conditions database that storesat least the received environmental conditions data from theenvironmental conditions database 120.

In various exemplary embodiments, signals can be received from anysource, including, but not limited to, the at least one environmentalconditions transmitter 130 and/or at least one satellite 135.

Additionally, signals can be received from any number or type ofsources, such as, for example, another aircraft, vehicle, server, datacenter, or any other communications provider or source. When signals arereceived from multiple sources, environmental conditions informationfrom each of the sources can be compared, merged, and/or combined, inwhole or in part, such that a meaningful display of the environmentalconditions information can be created.

In various exemplary, non-limiting embodiments, comparing, merging,and/or combining the environmental conditions information from multiplesources includes comparing, for example, the relative ages of theinformation and determining whether any of the information isduplicative.

For example, environmental conditions information in the form ofturbulence reports can be received directly from another aircraft via anair-to-air datalink, satcomm, or other mode, while additionalenvironmental conditions information can be received from a server onthe ground. Likewise, ground-based radars and airborne systems radarsmay both develop maps of environmental conditions information. While thetwo systems typically have different capabilities with regard toresolution, range, etc., the merging and use of maps or information fromboth sources will provide useful and capable environmental conditionsinformation.

When the display generator 116 receives the environmental conditionsdata, the display generator 116 compares the environmental conditionsdata to the static and dynamic aircraft characteristics stored in theaircraft characteristics database 114, as described above, anddetermines whether there are any environmental conditions that exceed adetermined threshold and will affect the aircraft. The display generator116 then creates a display map that includes all of the environmentalconditions that will affect the aircraft and sends the map to thedisplay 118 to be displayed.

In various exemplary embodiments, the displayed map is automaticallyupdated periodically to reflect changes not only to the aircraftlocation and the environmental conditions, but also to the aircraftcharacteristics, such as, for example, the reduced weight of theaircraft due to fuel consumption, payload discharge, or weapons release.

In various exemplary embodiments, the environmental conditionsinformation is sorted temporally and spatially. Spatial sorting allowsonly environmental conditions information at certain altitudes or alongspecified paths to be displayed on the display 118. Temporal sortingallows a “looping” of the environmental conditions information over aperiod of time. By looping the environmental conditions information anddisplaying the looped information on the display 118, the motion andtrend of certain environmental conditions can be identified and futureenvironmental conditions may be predicted.

For example if a database of turbulence reports for a given location(along or near a planned flight route, or geographic section of thecountry) is requested and/or provided to an aircraft or user, theenvironmental conditions information may span several hours and be at avariety of altitudes. The environmental conditions information can stillbe of some use but will have to be shown in a particular manner on thedisplay 118. For example, the temporal variation of the reports can giveinformation on the direction a particular environmental condition ismoving and whether the environmental condition is intensifying ordecaying.

In various illustrative, non-limiting embodiments of this invention, theenvironmental conditions information relative to a specific aircraft canbe created or transmitted to at least one remote, or ground display 150.In this manner, the environmental conditions data relative to a specificaircraft can be displayed, for example, for air traffic controllers,airline dispatchers, or other operators remote from the receivingvehicle. Thus, displays of environmental conditions information may beprovided to, for example, center controllers or traffic managementpersonnel so that the information may be used for airline dispatchflight following, flight planning, air traffic control, and/or airtraffic management purposes.

In various illustrative, non-limiting embodiments of this invention, theenvironmental conditions information may not be scaled to any specificaircraft, but merely displayed as reported, so that the display 150 mayreceive and simultaneously display reports from multiple vehicles.

FIG. 2 shows an environmental conditions display system incorporating asecond exemplary embodiment of an environmental conditions displaysystem 200 according to this invention. As shown in FIG. 2, theenvironmental conditions display system 200 includes at least some of anaircraft 210, a receiver 212, an aircraft characteristics database 214,a display generator 216, and a display 218.

The elements of the environmental conditions display system 200correspond to and operate similarly to the same elements discussed abovewith respect to the environmental conditions display system 100 ofFIG. 1. However, in various exemplary embodiments, the environmentalconditions display system 200 does not require the at least oneenvironmental conditions transmitter 130 in order to receive theenvironmental conditions information.

In various exemplary embodiments of the environmental conditions displaysystem 200, the display generator 216 receives, via the receiver 212,environmental conditions information from an onboard system or variousonboard systems, such as, for example, an onboard monitoring system 213.In various exemplary embodiments, the onboard monitoring system 213 is aweather radar, an infrared (IR) sensor, a laser radar (LIDAR), or thelike.

Thus, the environmental conditions display system 200 provides a map ofan area based on the static and dynamic characteristics of the aircraftreceived from the aircraft characteristics database 214 and theenvironmental conditions information received from the onboardmonitoring system 213, as described above.

FIG. 3 shows an environmental conditions display system incorporating athird exemplary embodiment of an environmental conditions display system300 according to this invention. As shown in FIG. 3, the environmentalconditions display system 300 includes at least some of an aircraft 310,a transceiver 312, an aircraft characteristics database 314, a displaygenerator 316, a display 318, an environmental conditions database 320,at least one remote transceiver 330, and optionally at least onesatellite 335, a transmitting aircraft 340, and an optional at least oneremote, or ground display 350.

The elements of the environmental conditions display system 300correspond to and operate similarly to the same elements discussed abovewith respect to the environmental conditions display system 100 ofFIG. 1. However, in various exemplary embodiments of the environmentalconditions display system 300, the receiver 112, as shown in FIG. 1, isreplaced with the transceiver 312. However, it should be understood thatthe receiver 112 and the transceiver 312 may be similar or identicalpieces of equipment, but for explanation purposes, the receiver 112 wasdescribed as primarily receiving data, while the transceiver 312 will bedescribed as primarily transmitting data. Furthermore, the displaygenerator 316 is located remote from the aircraft 310.

During operation, the environmental conditions display system 300operates similarly to the environmental conditions display system 100,as shown in FIG. 1. However, the aircraft 310 transmits, via thetransceiver 312, the aircraft specific information to the at least oneremote transceiver 330. The at least one remote transceiver 330 thentransfers the aircraft specific information to the display generator316. The display generator 316 then prepares the display map using theaircraft specific information received from the aircraft 310 and theenvironmental conditions information received from the environmentalconditions database 320, as described above, with reference to FIG. 1.When the display map is prepared, display map data is transferred, viathe at least one remote transceiver 330, to the transceiver 312. Thetransceiver 312 then transfers the display map data to the display 318to be displayed.

In this manner, the hardware and software needed to process theenvironmental conditions information and the aircraft specificinformation is stored remote from the aircraft 310. Thus, less space isrequired onboard the aircraft 310 for the environmental conditionsdisplay system 300.

FIG. 4 shows an environmental conditions reporting system 400 accordingto this invention. As shown in FIG. 4, the environmental conditionsreporting system 400 includes at least some of an aircraft 410, areceiver/transceiver 412, an onboard monitoring system 413, an aircraftcharacteristics database 414, a display generator 416, a display 418, anenvironmental conditions database 420, at least one environmentalconditions transmitter/remote transceiver 430, and optionally at leastone satellite 435, a receiving aircraft 440, and an optional at leastone remote, or ground display 450.

The elements of the environmental conditions reporting system 400 maycorrespond to and may operate similarly to the same elements discussedabove with respect to the environmental conditions display system 100 ofFIG. 1, the environmental conditions display system 200 of FIG. 2, orthe environmental conditions display system 300 of FIG. 3. Thus, invarious exemplary embodiments, the environmental conditions reportingsystem 400 may, for example, receive environmental conditionsinformation from a remote source, such as the transceiver 430 or localsource, such as the onboard monitoring system 413. Likewise, theenvironmental conditions reporting system 400 may operate, for example,with the display generator 416 located remote from the aircraft 410 orwith the display generator 416 located onboard the aircraft 410.

In various exemplary embodiments of the environmental conditionsreporting system 400, the transmitting aircraft 140, as shown, forexample, in FIG. 1, is replaced by a receiving aircraft 440. It shouldbe understood that the transmitting aircraft 140 and the receivingaircraft 440 may be identically equipped aircraft, but for explanationpurposes, the receiving aircraft 440, of FIG. 4, will be described asprimarily receiving data, while the transmitting aircraft 140, of FIG.1, was described as primarily transmitting data. Furthermore, theaircraft 410 and the aircraft 110 may be identically equipped aircraft;however, the aircraft 410 must include the onboard monitoring system413.

The onboard monitoring system 413 includes onboard monitoring and/orsensing equipment that provides data regarding certain of the dynamicvehicle conditions, such as, for example, performance characteristics,center of gravity, vertical acceleration, lateral acceleration, speed,angle of attack, angle of sideslip, and direction, and the like. Datafrom these sensors and systems is used to determine the affectenvironmental conditions are having on the aircraft 410, and thestrength of the turbulence the aircraft 410 is experiencing. In variousexemplary embodiments, the onboard monitoring system 413 may include aweather radar, an infrared (IR) sensor, a laser radar (LIDAR), or thelike. Appropriate sensors and systems for monitoring, sensing, andmeasuring the affects of environmental conditions on an aircraft arewell known in the art.

In various exemplary, non-limiting embodiments of this invention, thestrength of the turbulence the aircraft 410 is experiencing is definedin terms of the loads or accelerations experienced by the aircraft 410or some diagnostic thereof. For example, the turbulence may bedetermined using the Root-Mean-Square (RMS) value of the loadsexperienced by the aircraft 410. However, it should be appreciated thisis not the only method for defining the strength of the turbulence thatthe aircraft 410 is experiencing.

For example, aircraft wake turbulence experienced by the aircraft 410 ona final approach may be determined based on the lateral loadsexperienced by the aircraft 410.

Thus, it should be appreciated that the systems and methods of thisinvention are capable of differentiating between a turbulencemeasurement that is the result of the state of the atmosphere and aturbulence hazard that is the result of a load experienced by a vehicle.Mere atmospheric measurements are less significant in light ofturbulence that creates a hazard to a vehicle or its occupants.

In the various exemplary embodiments, the aircraft characteristicsdatabase 414 includes a database that stores environmental conditionsthreshold values. The environmental conditions threshold valuesrepresent values that, when exceeded, indicate a level of environmentalconditions, such as turbulence, which may adversely affect an aircraftother than the aircraft 410, such as the receiving aircraft 440. Thisthreshold may not be at a level hazardous to the aircraft 410 or itsoccupants, but at a level that will be hazardous to the receivingaircraft 440 or its occupants.

During operation of the environmental conditions reporting system 400,when dynamic vehicle information is received from the monitoring system413, the aircraft characteristics database 414 uses various algorithmsto determine an environmental conditions value for the receivedenvironmental conditions information. This value represents the severityof the environmental conditions.

Once the environmental conditions value is determined, the environmentalconditions value is compared to an environmental conditions thresholdvalue in the aircraft characteristics database 414. If the environmentalconditions value has reached or exceeded the given environmentalconditions threshold value, data relating to the environmentalconditions is transmitted. The transmitted environmental conditionsinformation contains data relating to the dynamic vehicle information,the environmental conditions, the environmental conditions value, and/orthe environmental conditions threshold value. The transmittedenvironmental conditions information also contains sufficientinformation to interpret the transmitted data once received. Thetransmitted data may also contain static or additional dynamicinformation regarding the aircraft 410.

It should also be appreciated that the transmitted data and/orinformation may be transmitted in an encrypted or coded fashion, suchthat the transmitted data and/or information may only be interpreted byauthorized recipients. Furthermore, the data and/or information may betransmitted to a ground-based receiver, an airborne receiver, or aspace-based receiver. The receiver may, for example be a specificreceiver, such as a specific receiving aircraft 440, or a generalreceiver, such as any aircraft within a predetermined distance from theaircraft 410.

For example, if the aircraft 410 is a relatively large aircraft, it mayexperience a level of turbulence that is almost negligible and wellbelow an environmental conditions threshold value for turbulence thatwould adversely affect the aircraft 410 or cause the turbulence to bedisplayed on the display 418. Nonetheless, the environmental conditionsreporting system 400 will, using appropriate algorithms andenvironmental conditions threshold values included in the aircraftcharacteristics database 414, may determine that the environmentalconditions value is above an environmental conditions threshold valuefor some smaller aircraft, such as the receiving aircraft 440.

The systems and methods of the environmental conditions reporting system400 will then transmit data representing the level of turbulence theaircraft 410 is experiencing, such that the data could be received bythe receiving aircraft 440. The data may be transmitted via directtransmission to the receiving aircraft 440 and received by the receivingaircraft's transceiver 430, or via indirect transmission, by way of aground-based transceiver 430 or satellite-based transceiver 435 andreceived by the receiving aircraft's transceiver 430.

When the receiving aircraft 440 receives this data, the data isinterpreted and the level of hazard to the receiving aircraft 440 isdetermined, as further described herein, and appropriately displayed.

Likewise, if the aircraft 410 is a relatively small aircraft, it mayexperience a level of turbulence that is extreme for the aircraft 410,but is well below a threshold value for turbulence that would adverselyaffect any larger aircraft, such as the receiving aircraft 440. In thiscase, the systems and methods of the environmental conditions reportingsystem 400 may not transmit data representing the level of turbulencethe aircraft 410 is experiencing, because the receiving aircraft 440would not be adversely affected by the level of turbulence and it isunnecessary for the turbulence to be displayed to the pilot of thereceiving aircraft 440.

In this manner, the environmental conditions reporting system 400 isable to be controlled to transmit environmental conditions informationor environmental conditions values only when a particular environmentalconditions threshold value is exceeded. This reduces or eliminatescontinuous, constant streaming of environmental data (including nullreports). The continuous streaming of environmental data, particularlyif the data stream only includes null turbulence reports, can be costlyand burdensome on the communications infrastructure, particularly whenmany aircraft are making reports of no turbulence.

In various exemplary, non-limiting embodiments this invention, theenvironmental conditions reporting system 400, whether throughcomponents located onboard the aircraft 410, the receiving aircraft 440,the ground (such as components associated with the remote, or grounddisplay 450), and/or a combination of these locations, is able todetermine whether a given aircraft, such as, for example, aircraft 410,is equipped with an appropriate reporting system that is capable oftransmitting at least some environmental conditions data and/orinformation regarding a location and/or a severity of at least oneenvironmental condition that the aircraft 410 is experiencing.

The environmental conditions reporting system 400, is also able todetermine at least some of a location of the aircraft 410, the flightpath of aircraft 410, and the environmental conditions threshold for theaircraft 410. The environmental conditions threshold for the aircraft410 may be a determined level of environmental condition that canadversely affect the specific aircraft 410. However, the environmentalconditions threshold for the aircraft 410 may also be a determined levelof environmental condition that can adversely affect the occupants ofaircraft 410.

Furthermore, the environmental conditions reporting system 400, is alsoable to determine that no transmission of at least some environmentalconditions data and/or information has been received from the aircraft410.

Then, based on a lack of a transmission of at least some environmentalconditions data and/or information being received from the aircraft 410,the environmental conditions reporting system 400 is able to determinethat the aircraft 410 is not experiencing an environmental condition, atthe determined location, which exceeds the environmental conditionsthreshold for the aircraft 410.

Based on the determination that the aircraft 410 is not experiencing anenvironmental condition, at the determined location, which exceeds theenvironmental conditions threshold for the aircraft 410, theenvironmental conditions reporting system 400 can generate a display,for example on the display 450, at least one environmental conditionannotation that represents a lack of environmental conditions thatexceed the environmental conditions threshold for the aircraft 410.

In various exemplary, non-limiting embodiments, the aircraft 410 maytransmit at least some environmental conditions data and/or informationregarding a location and/or a severity of at least one environmentalcondition when the at least one environmental condition exceeds anenvironmental conditions threshold for the aircraft 410 or anotheraircraft. Thus, the environmental conditions reporting system 400 canreceive environmental conditions information from one aircraft (eventhough that aircraft is not experiencing an environmental condition thatexceeds the environmental conditions threshold for that aircraft), andapply the environmental conditions information to another aircraft witha different environmental conditions threshold.

Thus, using the determined information, the systems and methods of thisinvention can determine and display regions of “less than threshold”turbulence without unduly burdening the air traffic controlcommunications infrastructure with a constant stream of environmentaldata.

However, in various exemplary embodiments, the environmental conditionsreporting system 400 may be controlled to transmit a constant stream ofenvironmental data.

In various exemplary, non-limiting embodiments, the environmentalconditions reporting system 400 may be controlled to transmitenvironmental data or environmental conditions information according tocertain routing parameters. For example, the aircraft 410 may transmitenvironmental data or environmental conditions information, as describedherein, to another aircraft, a satellite-based system, one or moreground stations, and/or other vehicles.

For example, the aircraft 410 may transmit environmental data orenvironmental conditions information to a ground station. Once theenvironmental data or environmental conditions information is received,the data or information is stored on a server. The stored data orinformation is then combined with certain dynamic and/or static vehicleinformation, as described herein, to produce an environmental conditionsreport.

The ground station may then transmit the environmental conditionsreport, with the included dynamic and/or static vehicle information, tothe aircraft 410 and/or any other aircraft, such as the receivingaircraft 440, or any other vehicle, source, or server.

In certain exemplary embodiments, the report may be transmitted when areport value exceeds a predetermined threshold. Alternatively, thereport may be transmitted based on the geographic location of thereporting or the receiving entity (e.g. along a flight path of anaircraft); the age of the report or the underlying environmental data orenvironmental conditions information; the distance relative to aprojected path; the priority of the report relative to other reports(e.g. reports that include significant environmental conditionsinformation are transmitted ahead of reports that include minimalenvironmental conditions information); or whether the report containsduplicative information.

It should be appreciated that although the environmental conditionsreporting system 400 has been described as being located and operatingonboard the aircraft 410, in various exemplary embodiments, theenvironmental conditions reporting system 400 may be located and operateas a ground-based or satellite-based system. In these variousembodiments, ground-based or satellite-based sensors monitor theenvironmental conditions and transmit environmental conditionsinformation when particular environmental conditions threshold valuesare reached.

FIG. 5 is a functional block diagram outlining an exemplary embodimentof an environmental conditions display system 500 according to thisinvention. As shown in FIG. 5, one exemplary embodiment of anenvironmental conditions display system 500 includes a computer orcentral processing unit (CPU) 510, one or more input devices 560, adisplay 570, a vehicle conditions database 580, and an environmentalconditions database 590.

The computer or CPU 510 includes at least some of a vehicle informationdatabase 515, a map annotation database 520, an annotation injectioncircuit 525, a memory 530, a controller 535, a display manager 540, aninput/output interface 545, and a data monitoring circuit 550. Thecomputer or CPU 510 interfaces with the one or more input devices 560and the display 570 through the input/output interface 545.Additionally, the computer or CPU 510 interfaces with both the vehicleconditions database 580 and the environmental conditions database 590,via a linked connection 595, through the input/output interface 545.

In various exemplary embodiments, the memory 530 can be implementedusing any appropriate combination of alterable, volatile or non-volatilememory or non-alterable, or fixed, memory. The alterable memory, whethervolatile or non-volatile, can be implemented using any one or more ofnon-selectable or dynamic RAM, a floppy disk and disk drive, a writableor re-writable optical disk and disk drive, a hard drive, flash memoryor the like. Similarly, the non-alterable or fixed memory can beimplemented using any one or more of ROM, PROM, EPROM, EEPROM, anoptical ROM disk, such as a CD-ROM or DVD-ROM disk, and disk drive orthe like.

In various exemplary embodiments, the memory 530 stores software anddata including a software program and specific algorithms used by theenvironmental conditions display system 500. For example, the memory 530stores map display software and communication software. Map displaysoftware and communications software are familiar to those of ordinaryskill in the art.

The controller 535 manages reading data from and writing data to thememory 530. The controller 535 also drives the transmission of data toand the reception of data from the one or more input devices 560, theenvironmental conditions database 590, and the display 570, through theinput/output interface 545.

The data monitoring circuit 550 monitors incoming data from the vehicleconditions database 580 and the environmental conditions database 590.

The vehicle conditions database 580 at least stores dynamic aircraftdata specific to the particular aircraft that is being flown. In variousexemplary embodiments, the dynamic aircraft data includes data about theaircraft characteristics that change during flight, such as, theaircraft's weight, performance characteristics, center of gravity,vertical acceleration, lateral acceleration, configuration,functionality of any automated control systems, or the like.

The environmental conditions database 590 includes information relatingto weather and other environmental conditions. In various exemplaryembodiments, the environmental conditions database 590 is located in theaircraft itself, and receives environmental condition information from,for example, an onboard radar system. In various other exemplaryembodiments, the environmental conditions database 590 is a remotedatabase, which transmits the environmental conditions information tothe aircraft. In still other exemplary embodiments, the environmentalconditions database 590 is an airborne database located in, for example,another aircraft or a satellite, which transmits the environmentalconditions information to the aircraft.

The vehicle information database 515 at least stores static dataspecific to the particular aircraft that is being flown. In variousexemplary embodiments, the static data includes data about the aircraftthat does not change during flight, such as, the aircraft's size,propulsion, mode of propulsion, structure, type of control system(s),type of control surfaces, longitudinal aerodynamics, lateralaerodynamics, maximum weight, structural limitations, mechanicallimitations, performance limitations, safety limitations, maximumoperational ceiling, maximum Mach numbers, maximum airspeeds, or thelike.

The map annotation database 520 stores environmental conditionannotations to be added to the maps stored in the memory 530. Theenvironmental condition annotations might be, for example, a particularstyle or color of shading, or an icon that is displayed on a map toalert a pilot to certain environmental conditions, as described above.The annotation injection circuit 525 injects the environmental conditionannotations in one or more appropriate locations, as dictated by thecontroller 535 and the vehicle information database 515, into the map ormaps stored in the memory 530.

In various exemplary embodiments, the display manager 540 drives thedisplay 570. The display 570 can be a cathode ray tube display, a liquidcrystal display, a plasma display, a light emitting diode (LED) display,a printer, or any other known or later developed system capable ofdisplaying data. The one or more input devices 560 can be one or more ofa keyboard, a mouse, a touch screen, a switch, a knob, a button, anenable widget, a touch pad, a microphone or any other known or laterdeveloped device capable of inputting data.

In the various exemplary embodiments described herein, the computer orCPU 510 interfaces, for example, with the vehicle conditions database580 and the environmental conditions database 590.

In the various exemplary embodiments described herein, the computer orCPU 510 interfaces, for example, with the environmental conditionsdatabase 590, through the linked connection 595 using the input/outputinterface 545. Alternatively, the computer or CPU 510 can interface withthe environmental conditions database 590, through a direct wiredconnection. The linked connection 595 can be any known or laterdeveloped device or system for connecting the computer or CPU 510 to theenvironmental conditions database 590, including a wireless link, aconnection over a LAN, a WAN, or any other distributed network, aconnection over the public switched telephone network, a connection overa coaxial cable (i.e., CATV) system, a connection over a cellulartelephone network, a very high frequency (VHF) connection, an ultra highfrequency (UHF) connection, a radio frequency (RF) connection, asatellite connection, or the like. In general, the linked connection 595can be any known or later developed connection system or structureusable to connect the computer or CPU 510 to the environmentalconditions database 590, including both wired and wireless connections.

In the various exemplary embodiments described herein, the computer orCPU 510 interfaces, for example, with the one or more input devices 560and/or the display 570, through a direct wired connection.Alternatively, the computer or CPU 510 can interface with the one ormore input devices 560 and/or the display 570, through a linkedconnection, as described above, using the input/output interface 545.

In various exemplary embodiments, the environmental conditions displaysystem 500 will be included as part of the software executing on thecomputer or CPU. It should be appreciated that any other known or laterdeveloped system capable of processing and outputting data could be usedin place of the computer or CPU. While generating environmentalconditions annotations based on environmental conditions information andvehicle specific information is not currently known, appropriatesoftware for coordinating with, for example, the display 570 anddisplaying the graph data included in the environmental conditionsannotations is elementary, and essentially the same as found in theprior art systems.

During operation of one exemplary embodiment of the environmentalconditions display system 500, the input/output interface 545 receivesaircraft specific information from the aircraft conditions database 580and environmental conditions information from the environmentalconditions database 590. As the environmental conditions display system500 receives the aircraft specific information and the environmentalconditions information, the data monitoring circuit 550 monitors all ofthe information that is contained in the received aircraft specific andenvironmental conditions information.

The controller 535 then sends the aircraft specific and environmentalconditions information to the memory 530, where information from thevehicle information database 515 and the map annotation database isincluded. The algorithms within the memory 530 then determineappropriately iconized environmental conditions annotations for eachenvironmental condition that is strong enough to affect the aircraft, asdescribed above.

As appropriate environmental conditions annotations are determined, theannotation injection circuit 525 injects the appropriate environmentalconditions annotations in one or more appropriate locations inappropriate map information stored in the memory 530.

The map information including the appropriate environmental conditionsannotations is then sent to the display manager so that an environmentalconditions display map can be produced. Once the environmentalconditions display map is produced, the environmental conditions displaymap is transmitted, through the input/output interface 545, to thedisplay 570.

When the environmental conditions display map is displayed, the pilotcan use the one or more input devices 560 to alter the display field asfurther described herein.

FIG. 6 is a flowchart outlining one exemplary embodiment of a method forusing the environmental conditions display system according to thisinvention. In various exemplary embodiments, as environmental conditionsinformation is received, a display map is created and/or updated to showthe environmental conditions as the environmental conditions relate to aparticular vehicle.

In various exemplary embodiments, environmental condition annotationsinclude one or more styles or colors of shading, or icons that aredisplayed on the display map to alert the user to certain environmentalconditions, as described above. Additionally, custom environmentalcondition annotations can be added as dictated by the user.

As shown in FIG. 6, beginning in step S600, control continues to stepS605 where environmental conditions information is received. Then, instep S610, vehicle information is received. Next, in step S615, thereceived environmental conditions information is combined with thereceived vehicle information and with stored vehicle specificinformation. Control then continues to step S620.

In step S620, a determination is made whether any of the receivedenvironmental conditions information represent environmental conditionsthat are severe enough to affect the particular vehicle. If, in stepS620, it is determined that none of the environmental conditions aresevere enough to affect the particular vehicle, control advances to stepS625. Otherwise, control jumps to step S630.

In step S625, a display map is produced that does not include anyenvironmental condition annotations. Control then jumps to step S640.

In step S630, appropriate characteristics, such as, for example,shading, coloring, iconization, or the like, are determined to reflectthe spatial extent and severity of each environmental conditionsannotation that represents an environmental condition that is severeenough to affect the particular vehicle. Then, in step S635, a displaymap is produced that includes an appropriate environmental conditionannotation for each environmental condition that is severe enough toaffect the particular vehicle. Control then continues to step S640 wherethe method ends.

It should be understood that the method for using the environmentalconditions display system described above can be implemented such thatthe method restarts either at predetermined time intervals, at therequest of a user, when the environmental conditions information isupdated, or when certain predetermined vehicle information changes.

In various exemplary embodiments, the display map can be stored in amemory, such as, for example, the memory 530 of the computer or CPU 510described above with reference to FIG. 5. Additionally, the vehiclespecific information and the environmental conditions annotations can bestored in a vehicle information database and a map annotation database,such as, for example, the vehicle information database 515 and the mapannotation database 520, respectively, as described above with referenceto FIG. 5.

FIG. 7 is a flowchart outlining one exemplary embodiment of a method fordetermining whether to transmit environmental conditions informationaccording to this invention. In various exemplary embodiments, theenvironmental conditions information is used to determine environmentalconditions threshold information. The environmental conditions thresholdinformation is determined using data from various aircraft-, satellite-,or ground-based monitoring and/or sensing equipment, such as, forexample the onboard monitoring system 413 of FIG. 4 and algorithmslocated, for example, in the aircraft characteristics database 414, asdescribed above, with reference to FIG. 4.

As shown in FIG. 7, beginning in step S700, control continues to stepS705 where at least some dynamic vehicle information is received. Itshould be appreciated that the dynamic vehicle information representsinformation related to the environmental conditions the aircraft isencountering. Then, in step S710, an environmental conditions value isdetermined for the received dynamic vehicle information. Control thencontinues to step S715.

In step S715, an environmental conditions threshold value is received.

Next, in step S720, the determined environmental conditions value iscompared to the received environmental conditions threshold value.Control then continues to step S720.

In step S725, a determination is made whether the environmentalconditions value is greater than the received environmental conditionsthreshold value. If, in step S725, it is determined that theenvironmental conditions value is not greater than the receivedenvironmental conditions threshold value, control advances to step S735.Otherwise, control continues to step S730.

In step S730, appropriate data and/or information relating to theenvironmental conditions, the dynamic vehicle information, theenvironmental conditions value, and/or the environmental conditionsthreshold value is transmitted.

Control then continues to step S740 where the method ends.

It should be understood that this method for determining whether totransmit environmental conditions information can be implemented suchthat the method restarts either at predetermined time intervals, at therequest of a user, when environmental conditions information is updated,or when certain predetermined vehicle information changes.

It should be appreciated that, in various exemplary embodiments, theenvironmental conditions information can be automatically transmittedfrom a source, such as, for example, from aircraft-, satellite-, orground-based monitoring, sensing, and/or other equipment. In certain ofthese exemplary embodiments, the environmental conditions informationcan be automatically transmitted as part of an automatic process (e.g.based on a request or a threshold exceedance), or transmitted as part ofa manual process.

For example, a ground-based monitoring system may determine that anaircraft is heading into a region of severe turbulence either as scaledfor that particular aircraft, or based on the severity of the report bythe reporting aircraft. The ground-based monitoring system canautomatically request that a report, including the turbulenceinformation, be generated and transmitted to the aircraft.

Alternatively, a ground-based monitoring system may determine that aregion of severe turbulence is developing or has developed either asscaled for that particular aircraft, or based on the severity of thereport by the reporting aircraft. In response to the determination, theground-based monitoring system can automatically request that reports,including certain turbulence information, be generated periodically andtransmitted to aircraft in, around, or scheduled to enter the region ofsevere turbulence, so long as the region of severe turbulence isdetermined to exist. Once it is determined that the region of severeturbulence has dissipated, the ground-based monitoring system may ceaserequesting or terminate the request for the automatic periodic updates.

It should also be appreciated that, in various exemplary embodiments,the environmental conditions information can be manually transmittedfrom a source, such as, for example, from aircraft-, satellite-, orground-based monitoring, sensing, and/or other equipment. In certain ofthese exemplary embodiments, the environmental conditions informationcan be automatically transmitted as part of a process that is initiatedby a manual interaction (i.e., a pilot requests that environmentalconditions information be transmitted).

For example, an aircraft may be sitting at a gate prior to departure andmay send a request for environmental conditions information reportsalong the aircraft's planned route. In response to the request, thereceiving server may also receive information concerning the aircraft'sflight path.

When such a request is received, the receiving server can prepare therequisite environmental conditions information and send the informationto the aircraft. This process may be repeated as the aircraft leaves thegate and the flight progresses.

Alternatively the dispatcher at an airline may be looking at a displayof turbulence reports, such as, for example, on a remote, or grounddisplay 150, 350, or 450. One of the aircraft the dispatcher isresponsible for handling may be heading into a region of severeturbulence. The dispatcher can manually request that a report, includingthe turbulence information, be generated and transmitted to theaircraft.

FIG. 8 is a flowchart outlining one exemplary embodiment of a method fordetermining whether to send environmental conditions information to thedisplay system according to this invention. In various exemplaryembodiments, the environmental conditions information received is usedto determine the environmental conditions threshold information in orderto decide whether to display the environmental conditions information.The environmental conditions threshold information is determined usingdata from various aircraft-, satellite-, or ground-based monitoringand/or sensing equipment, such as, for example the onboard monitoringsystem 413 of FIG. 4 and algorithms located, for example, in theaircraft characteristics database 414, as described above, withreference to FIG. 4.

As shown in FIG. 8, beginning in step S800, control continues to stepS805 where at least some environmental conditions data and/orinformation is received. It should be appreciated that the receivedenvironmental conditions data and/or information may be at least some ofthe appropriate data and/or information transmitted from step S730 ofFIG. 7. Control then continues to step S810.

In step S810, the environmental conditions data and/or information isscaled using certain dynamic and static vehicle information and otherinformation, such as, for example, the vehicle's configuration,airspeed, groundspeed, Mach number, weight, center of gravity location,flap angle, flap setting, angle of attack, angle of sideslip, rollangle, vertical, lateral, or longitudinal loads, landing geardeployment, altitude, aircraft response function, lift curve slope,other aerodynamic data, and fundamental vehicle parameters such as wingarea, wing sweep angle, wing aspect ratio, and aircraft responsefunctions.

For example, if an aircraft reports an experienced turbulence value,either a derived meteorological parameter or actual experienced loads,the report may be mixed with, for example, airspeed and aircraftresponse characteristics to determine a level of turbulence experienced.The aircraft response curve used will be that corresponding to itsweight, speed, and configuration.

For instance, an aircraft may report a turbulence encounter of a givenintensity at a given time and given location. That aircraft may alsoreport sufficient information to allow the interpretation of the reportonboard a suitably equipped receiving aircraft. Scaling allows oneaircraft to report to any number of different aircraft, which may eachreact differently to the turbulence, such that the actual severity ofthe turbulence encounter may be conveyed to the receiving aircraft in amanner that is useful and relevant to the flight crew of the receivingaircraft. For example, a heavily loaded B-777-300 aircraft mayexperience light turbulence where a lightly loaded B-737-700 mayexperience moderate turbulence, however both aircraft are able to makemeaningful, scaleable or scaled turbulence hazard reports to each other.

It should be appreciated that aircraft type is not the only factor to beconsidered, but aircraft loading, flight conditions, and the like. Forexample, if the same turbulence conditions are experienced by aB-747-400 embarking on a long duration flight, and therefore heavilyloaded, and a similar B-747-400 at the end of a flight, and thereforemuch lighter, the lighter aircraft may experience a greater level offelt turbulence because it is more responsive to turbulence. Thiscorrelation also extends to similar aircraft at different altitudes andspeeds. Thus, in various exemplary embodiments, this invention allows areceiving aircraft to make a meaningful interpretation of a reportingaircraft's turbulence hazard information and scaling of the receivedturbulence information may be provided regardless of aircraft type. Incertain cases, the scaled value of a hazard may be the same or similarto the reported value for that hazard. In other cases, it may besignificantly different.

Thus, in step S810, an appropriately scaled environmental conditionsvalue is determined for the aircraft. Control then continues to stepS815.

In step S815, an environmental conditions threshold value is received.

Next, in step S820, the scaled environmental conditions value iscompared to the received environmental conditions threshold value.Control then continues to step S825.

In step S825, a determination is made as to whether the scaledenvironmental conditions value is greater than the receivedenvironmental conditions threshold value. If, in step S825, it isdetermined that the scaled environmental conditions value is not greaterthan the received environmental conditions threshold value, controladvances to step S835. Otherwise, control continues to step S830.

In step S830, appropriate data and/or information relating to theenvironmental conditions, the dynamic vehicle information, the scaledenvironmental conditions value, and/or the environmental conditionsthreshold value is transmitted to the display system.

Control then continues to step S835 where the method ends.

It should be understood that this method for determining whether totransmit appropriate environmental conditions data and/or information,dynamic vehicle information, the scaled environmental conditions value,and/or the environmental conditions threshold value can be implementedsuch that the method restarts, for example, at predetermined timeintervals, at the request of a user, when environmental conditionsinformation is updated, or when certain predetermined vehicleinformation changes.

FIG. 9 is a flowchart outlining one exemplary embodiment of a method forreceiving appropriate environmental conditions information and decidingwhether and how to display this information according to this invention.Many factors must be taken into account in displaying environmentalconditions information, particularly if the data contains hazardinformation that may affect the safety of a vehicle and its operation.For example, it is preferable to avoid a “cluttered” display, and toavoid increasing crew workload. It is also important to allow crews toselect their region of interest, either in range, altitude, or even inseverity of the hazards. In addition, there may be some hazards based onenvironmental conditions, which must always be displayed regardless ofthe crew's selection; e.g., restricted areas (particularly dynamicallychanging areas of restricted access), ground obstacle hazards, severeturbulence, and icing.

The flowchart of FIG. 9 outlines one exemplary embodiment of a methodfor receiving environmental hazard data from various aircraft-,satellite-, or ground-based monitoring and/or sensing equipment, suchas, for example the onboard monitoring system 413, as described above,and subjecting the environmental hazard data to a hierarchy of adecision making process, which will decide whether and how to displaythe information using algorithms located, for example, in the aircraftcharacteristics database 414, as described above.

As shown in FIG. 9, beginning at step S900, control continues to stepS905 where some appropriate data and/or information is received. Invarious exemplary embodiments, the appropriate data and/or informationis the data and/or information relating to the environmental conditions,the dynamic vehicle information, the scaled environmental conditionsvalue, and/or the environmental conditions threshold value that istransmitted to the display system in step S830 of FIG. 8. It should beunderstood that the received data and/or information has been scaled tothe particular receiving vehicle, and exceeds a predetermined thresholdvalue, such as, for example, the vehicle's environmental conditionsthreshold value. Control then passes to step S910.

In step S910, a determination is made as to whether the received dataand/or information represents data and/or information that is in alocation and/or of a severity that satisfies certain predetermineddisplay requirements. It should be appreciated that the determinationmay be based upon the data and/or information received in step S905 as awhole, or may be based upon certain discrete or individual portions orpackets of the data and/or information received in step S905.

The particular display requirements that must be met before a certainpiece of data and/or information is represented on a display may varybased upon a number of factors. For example, the display requirementsmay vary for the display of different environmental conditions,different vehicles, different phases of operation, different operatorpreferences, and the like.

Some of the factors that should be considered when determiningparticular display requirements include, among other things, avoiding a“cluttered” display so that important information, such as a severehazard, is not obscured by comparatively unimportant information, suchas a severe hazard; or avoiding increased crew workload; allowing crewsto select a particular region of interest based on, for example, adesired range, altitude above or below a given flight path, or severityof hazards. Alternatively, some hazards or environmental conditions aresuch that they must always be displayed, regardless of the crew'sselection or the particular display requirements. For example, it may bedetermined that restricted areas (particularly newly defined ordynamically changing restricted areas, zones, or regions), groundobstacle hazards, areas of severe turbulence, or areas of icing shouldalways be shown, regardless of the particular display requirements.

In various exemplary embodiments, a static or dynamic display hierarchymay be employed to determine whether received data and/or informationrepresents data and/or information that will be displayed. The displayhierarchy may rank hazards such that certain hazards receive preeminenceover other hazards in the same region, based on their rank on thedisplay hierarchy. In this manner, a hazard that appears higher on thedisplay hierarchy will be displayed instead of a hazard that appearslower on the display hierarchy. In certain embodiments, a hazard thatappears higher on the display hierarchy will be displayed instead of ahazard that appears lower on the display hierarchy only when the hazardsappear in the same or substantially similar area or when the display ofone of the hazards may overshadow the display of the other hazard.

One exemplary display hierarchy, which is ranked from most severe toleast severe, may include: (1) terrain hazards including buildings andother obstacles, (2) restricted areas, (3) severe turbulence within 50miles of the vehicle, (4) severe turbulence further than 50 miles fromthe vehicle, (5) moderate turbulence within 50 miles of the vehicle, (6)moderate turbulence further than 50 miles from the vehicle, (7) lightturbulence within 50 miles of the vehicle, (8) light turbulence furtherthan 50 miles from the vehicle, (9) icing within 50 miles of thevehicle, (10) icing further than 50 miles from the vehicle, (11) IFRconditions, and (12) turbulence null reports. In various exemplaryembodiments, scaling a value may be a factor included in the displayhierarchy.

In various exemplary embodiments, the pilot may manually override thedisplay hierarchy (or some portion thereof), in order to customize adisplay to certain preferences or to optimize the display for aparticular situation or phase of travel or flight.

Returning to FIG. 9, if, in step S910, it is determined that thereceived data and/or information represents data and/or information thatis in a location and/or of a severity that does not satisfy thepredetermined display requirements, control advances to step S925.Otherwise, control continues to step S915.

In step S915, the received data and/or information that represents dataand/or information that is in a location and/or of a severity thatsatisfies the predetermined display requirements is combined andprepared for display.

Then, in step S920, the prepared data and/or information is displayed.When the data and/or information is displayed, control continues to stepS925 where the method ends.

FIG. 10 shows one exemplary embodiment of a display using theenvironmental conditions display system according to this invention. Asshown in FIG. 10, the environmental conditions display system 1000includes at least some of a map display portion 1005, a legend portion1030, a flight conditions display portion 1040, a flight planning/updateportion 1050, a map display functions portion 1060, and/or a displayupdate/replay portion 1070.

The map display portion 1005 includes at least some of a background mapof an area, a flight path line 1010, and a reference icon 1015indicating the aircraft's present position and direction along theflight path line 1010. The map display portion may also include at leastone environmental condition annotation 1020 displayed over thebackground map of the area.

In various exemplary embodiments, the legend portion 1030 includes alist of environmental conditions. Each environmental condition isassociated with a displayed annotation, such as, for example variablecoloring, shading pattern, or iconization. These annotations are used bythe environmental conditions display system 1000 to alert the pilot to avariety of environmental conditions, as described above. In this manner,the pilot does not have to remember what each of the annotationsrepresents, but is able to quickly reference each displayedenvironmental condition annotation.

In various exemplary embodiments, the flight conditions display portion1040 includes some of a present altitude display 1042, a displayedaltitude display 1044, and displayed altitude adjustment enable widgets1047 and 1049. The present altitude display 1042 shows the presentaltitude of the aircraft. In contrast, the displayed altitude display1044 shows the altitude of the environmental conditions displayed in themap display portion 1005. The displayed altitude adjustment enablewidgets 1047 and 1049 allow the pilot to increase or decrease thealtitude of the environmental conditions displayed in the map displayportion 1005. Thus, the pilot is able to investigate the environmentalconditions at various altitudes without changing the altitude of theaircraft.

In various exemplary embodiments, the flight conditions display portion1040 also includes a present altitude enable widget, not shown. Thepresent altitude enable widget allows the pilot to automatically returnthe display to the aircraft's present altitude. Alternatively, thispresent altitude display function could be accomplished, for example, bydepressing both of the displayed altitude adjustment enable widgets 1047and 1049 simultaneously.

In various exemplary embodiments, the flight planning/update portion1050 includes some of a plan/update route enable widget 1052, a planningoption enable widget 1054, and a planning option display 1055. Selectionof the plan/update route enable widget 1052 allows the pilot to, forexample, input a departure and arrival point and allow the environmentalconditions display system 1000 to determine a route of travel. The routewould be determined using the environmental conditions data and theaircraft information data as described above.

If the aircraft is in flight, or if a route has been planned, theplan/update route enable widget 1052 can update, and alter if necessary,the route using updated environmental and aircraft information data.

The planning option enable widget 1054 allows the pilot to select thecriteria that the plan/update route function uses to determine and/orupdate the route. For example, if the pilot selects a speed function,the plan/update route function will determine the fastest route from thedeparture point (or the present position) to the destination, whileaccounting for the environmental conditions and the aircraftcharacteristics as described above. If the pilot selects a comfortfunction, the plan/update route function will determine the leastturbulent route from the departure point (or the present position) tothe destination, while accounting for the environmental conditions andthe aircraft characteristics as described above. Alternatively, thepilot may merely choose an update function, which allows the plan/updateroute function to update the flight route without changing planningoptions.

The planning option display 1055 allows the pilot to determine which ofthe planning functions is being used by the plan/update route functionto plan/update the route.

The systems and methods of this invention may also be utilized to aid apilot in the decision-making process when planning and/or updating atravel route. For example, if certain areas of turbulence may result inan uncomfortable ride but do not justify a change in altitude that mayresult in an increase in fuel burn and therefore increased cost of theflight. The route optimization systems and methods of this invention areable to identify this situation and aid the pilot or route planner inthe decision-making process. These decisions may be made by pilots inflight or airline dispatchers on the ground planning a flight orfollowing a flight.

Also, currently large regions of airspace may be shut off to trafficbecause of the threat of severe environmental conditions. This resultsin aircraft having to take circuitous and lengthy routes around regionsof potential hazard with increased time and cost of operations. Withimproved knowledge of the location and severity of the hazards, betteruse and management of the airspace is possible.

However, it should be appreciated that in various illustrative,non-limiting embodiments of this invention, the travel routeoptimization may be requested and/or carried out by a request from, forexample, a pilot viewing a display onboard an aircraft, an air trafficcontroller viewing a remote, or ground, static display, or may bealtered or updated automatically in response to a change in either theenvironmental conditions or the aircraft characteristics.

Thus, even an aircraft that is not equipped with all of the systems ofthis invention may benefit from the systems and methods of thisinvention being utilized by, for example, an air traffic controllerviewing a remote, or ground, static display.

In various exemplary embodiments, the map display functions portion 1060includes some of a show present position enable widget 1064, a zoom inenable widget 1065, a zoom out enable widget 1066, and a display scrollenable widget 1062. By using the functions of the map display functionsportion 1060, the pilot is able to view various maps or various sectionsof the map display portion 1005 in greater or less detail. For example,the zoom in and zoom out enable widgets 1065 and 1066, respectively,allow the pilot to increase or decrease the area displayed by the mapdisplay portion 1005.

Similarly, the scroll enable widget 1062 allows the pilot to maintain aconstant zoom factor while moving the area shown in the map displayportion 1005 up, down, right, or left. The show present position enablewidget 1064 allows the pilot to return the map display portion 1005 to aview that shows the present position of the aircraft, for example, inthe center of the map display portion 1005.

In various exemplary embodiments, the display update/replay portion 1070includes some of an auto update enable widget 1072, an update frequencyenable widget 1073, a replay enable widget 1074, and a replay time setenable widget 1075. By selecting the auto update enable widget 1072, theenvironmental conditions display system 1000 will automatically retrieveenvironmental conditions and aircraft information data and update anyenvironmental condition annotation 1020 and/or the flight path 1010 asnecessary.

The update frequency enable widget 1073 allows the pilot to determinehow frequently the environmental conditions display system 1000automatically updates.

In various exemplary embodiments, the environmental conditions displaysystem 1000 also includes a replay enable widget 1074. The replay enablewidget 1074 allows the environmental conditions display system 1000 torecall at least the aircraft positioning information and theenvironmental conditions information from a determined number of updatesand display the information sequentially. Thus, the environmentalconditions display system 1000 produces an animated display map thatallows the pilot to see the way in which various environmentalconditions have developed over the determined period of time.

The replay time set enable widget 1075 allows the pilot to determine howfar back in time the replay function will go to retrieve theenvironmental conditions data to be displayed.

For example, as shown in FIG. 10, the update frequency function is setto automatically update every two minutes, while the replay time setfunction is set to include the update information received in the lastten minutes in an animated replay. Thus, if the pilot selects the replayenable widget 1074 with these settings, the environmental conditionsdisplay system 1000 will produce an animated display map consisting offive frames (one for each update) showing any changes in theenvironmental conditions for the last ten minutes.

Map display software and the display manipulation features describedabove, such as, for example, the zoom in, zoom out, and routeplanning/updating functions are familiar to even the lay person whoaccesses or operates a commercially available map program.

It should be understood that the enable widgets described herein can beany known or later developed mechanism or display for allowing a user toselect a particular item or function on a display, such as, for example,a switch, a knob, a dial, a check box, a mark box, a radio button, anenable widget, or the like.

The environmental conditions display system 1000 shown in FIG. 10 showsan example of the environmental conditions display system 1000 as theenvironmental conditions display system 1000 might appear in a large,passenger aircraft, such as, for example, a Boeing® 777-300™. Theenvironmental condition annotations 1020 appear as they might after thesystems, methods, and apparatuses of this invention processed receivedenvironmental conditions information with reference to aircraftinformation specific to the Boeing® 777-300™ flying at an altitude of5,000 feet.

It should also be understood that the actions that can be performed bythe environmental conditions display system 1000 of this invention arenot limited to the actions listed above. The environmental conditionsdisplay system 1000 of this invention can perform any actions that canbe performed by software executing on a programmed general purposecomputer, a special purpose computer, a microprocessor, or the like.

FIG. 11 shows a second exemplary embodiment of a display using theenvironmental conditions display system according to this invention. Asshown in FIG. 11, the environmental conditions display system 1100includes at least some of a map display portion 1105, at least oneenvironmental condition annotation 1120, a legend portion 1130, a flightconditions display portion 1140, a flight planning/update portion 150, amap display functions portion 1160, and/or a display update/refreshportion 1170.

The environmental conditions display system 1100 functions similarly tothe environmental conditions display system 1000, as described abovewith respect to FIG. 10. However, the environmental conditions displaysystem 1100, shown in FIG. 11, is an example of how the map displayportion 1105 might appear when the pilot uses the altitude adjustmentenable widgets 1147 and 1149 to adjust the displayed altitude.

As shown in FIG. 11, the environmental condition annotations 1120 appearas they might after the systems, methods, and apparatuses of thisinvention process the same environmental conditions data as processed inFIG. 10. Yet, as shown in FIG. 11, the environmental conditions data isprocessed with reference to aircraft information specific to the Boeing®777-300™ flying at an altitude of 15,000 feet instead of flying at analtitude of 5,000 feet.

Thus, as shown in FIG. 11, the environmental condition annotations 1120encompass a smaller area than the environmental condition annotations1020, as shown in FIG. 10. The environmental condition annotations 1120reflect a change in the environmental conditions as compared to FIG. 10because the environmental condition change for a particular aircraft asthe aircraft changes altitude, as described above.

FIG. 12 shows a third exemplary embodiment of a display using theenvironmental conditions display system according to this invention. Asshown in FIG. 12, the environmental conditions display system 1200includes at least some of a map display portion 1205, at least oneenvironmental condition annotation 1220, a legend portion 1230, a flightconditions display portion 1240, a flight planning/update portion 1250,a map display functions portion 1260, and/or a display update/refreshportion 1270.

The environmental conditions display system 1200 functions similarly tothe environmental conditions display system 1000, as described abovewith respect to FIG. 10. However, the environmental conditions displaysystem 1200, shown in FIG. 12, shows an example of the how the mapdisplay portion 1205 might appear in a small, single-engine aircraft,such as, for example, a Cessna® 172R™ Skyhawk™. The environmentalcondition annotations 1220 appear as they might after the systems,methods, and apparatuses of this invention process the sameenvironmental conditions data as processed in FIG. 10. Yet, as shown inFIG. 12, the environmental conditions data is processed with referenceto aircraft information specific to the Cessna® 172R™ Skyhawk™ flying atan altitude of 5,000 feet instead of the Boeing® 777-300™ flying at analtitude of 5,000 feet.

Thus, when comparing FIG. 12 to FIG. 10, the environmental conditionannotations 1220, shown in FIG. 12, encompass a larger area than theenvironmental condition annotations 1020, shown in FIG. 10. The changesto the environmental condition annotations 1020 and 1220 do not reflecta change in the environmental conditions or the altitude of theaircraft. To the contrary, the changes to the environmental conditionannotations are due to the characteristics of the smaller aircraft.

FIG. 13 shows a fourth exemplary embodiment of the environmentalconditions display system according to this invention. As shown in FIG.13, the environmental conditions display system 1300 includes at leastsome of a watercraft 1310, a receiver 1312, a display generator 1314, adisplay 1316, and at least one environmental conditions transmitter1320.

The environmental conditions display system 1300 functions similarly tothe environmental conditions display system 100, as described above withrespect to FIG. 1. However, in various exemplary embodiments, theenvironmental conditions display system 1300 receives environmentalconditions information and processes the received environmentalconditions information with reference to watercraft specific informationto produce a display that shows environmental conditions annotations forenvironmental conditions that would affect the specific watercraft.

In various exemplary embodiments of the environmental conditions displaysystem 1300, the environmental conditions display system 1300 functionssimilarly to the environmental conditions display systems 100 and 200,as described above with respect to FIGS. 1 and 2. Additionally, invarious exemplary embodiments, the environmental conditions displaysystem 1300 employs a display similar to the environmental conditionsdisplay systems 1000, 1100, and/or 1200, as described above with respectto FIGS. 10, 11, and 12. However, in various exemplary embodiments, theenvironmental conditions display system 1300 also includes environmentalconditions annotations that reflect nautical environmental conditions,such as, for example, wind speed at sea level, nautical currents, waterdepth, and wave height.

It should be understood that although some environmental conditions,such as lightning, fog, and/or restricted areas, affect all aircraftregardless of the specific characteristics of the aircraft, the systems,apparatuses, and methods of this invention display appropriate symbolsand/or icons to represent the environmental conditions that represent auniversal hazard to all aircraft.

It should also be understood that each of the elements of theenvironmental conditions display system can be implemented as portionsof a suitably programmed general-purpose computer. Alternatively, eachof the elements of the environmental conditions display system can beimplemented as physically distinct hardware circuits within an ASIC, orusing a FPGA, a PDL, a PLA or a PAL, or using discrete logic elements ordiscrete circuit elements. The particular form that each of the elementsof the environmental conditions display system will take is a designchoice and will be obvious and predicable to those skilled in the art.

Moreover, the environmental conditions display system can be implementedas software executing on a programmed general-purpose computer, aspecial purpose computer, a microprocessor, or the like.

Thus, in summary, the environmental conditions display system can beimplemented on a programmed general purpose computer, a special purposecomputer, a programmed microprocessor or microcontroller and peripheralintegrated circuit elements, an ASIC or other integrated circuit, adigital signal processor, a hardwired electronic or logic circuit suchas a discrete element circuit, a programmable logic device such as aPLD, PLA, FPGA or PAL, or the like. In general, any device, capable ofimplementing a finite state machine that is in turn capable ofimplementing the flowchart shown in FIG. 6 or FIG. 7 can be used toimplement the environmental conditions display system.

While this invention has been described in conjunction with theexemplary embodiments outlined above, it is evident that manyalternatives, modifications, and variations will be apparent to thoseskilled in the art. Accordingly, the exemplary embodiments of theinvention, as set forth above, are intended to be illustrative, notlimiting. Various changes may be made without departing from the spiritand scope of the invention.

1. A method for planning or updating a travel route for a vehicle basedon a potential affect of environmental conditions on a particularvehicle, comprising: receiving at least a first location point of ajourney and a second location point of a journey; determining a besttravel route from at least the first location point of the journey tothe second location point of the journey; receiving environmentalconditions information regarding environmental conditions for at leastthe determined best travel route; receiving at least some dynamicvehicle information; receiving at least some static vehicle information;determining, based on the determined best travel route, the receivedenvironmental conditions information, the received vehicle information,and the received vehicle specific information, whether any environmentalconditions for at least the determined best travel route representenvironmental conditions that are severe enough to affect the particularvehicle; re-determining, if any environmental conditions representenvironmental conditions that are severe enough to affect the particularvehicle, the best travel route to avoid the environmental conditionsthat represent environmental conditions that are severe enough to affectthe particular vehicle; and creating a display that shows at least thedetermined best travel route and at least one environmental conditionannotation that represents each environmental condition that is severeenough to affect the particular vehicle.
 2. The method of claim 1,wherein the at least some dynamic vehicle information is predeterminedor estimated dynamic vehicle information.
 3. The method of claim 1,wherein the at least some static vehicle information is predetermined orestimated static vehicle information.
 4. The method of claim 1, whereinre-determining the best travel route includes re-determining the besttravel route based on at least one of, total avoidance of anyenvironmental conditions severe enough to affect the particular vehicle,best fuel economy, fuel burn, trip costs, most comfortable ride, fastesttraverse of a particular region, changing configuration of the aircraftand/or airspace management.
 5. The method of claim 1, wherein thedisplay that shows at least the determined best travel route and atleast one environmental condition annotation is a display that is remotefrom the particular vehicle.
 6. The method of claim 1, wherein thedisplay that shows at least the determined best travel route and atleast one environmental condition annotation is a ground-based display.7. The method of claim 1, wherein the display that shows at least thedetermined best travel route and at least one environmental conditionannotation is used for flight planning, air traffic control, and/or airtraffic management.
 8. A method for displaying received environmentalconditions information, comprising: receiving at least some scaled dataand/or information from a transmitting vehicle, wherein the scaled dataand/or information is scaled environmental conditions information thathas been scaled to the particular transmitting vehicle, and exceeds apredetermined threshold value for the transmitting vehicle, and whereinthe at least some scaled data and/or information includes at least someinformation regarding a location and/or a severity of at least oneenvironmental condition; receiving at least some static vehicleinformation regarding the transmitting vehicle; determining, based onthe at least some scaled data and/or information and the at least somestatic vehicle information, a location and a severity of at least oneenvironmental condition represented by the scaled environmentalconditions information; preparing, if the at least one environmentalcondition represents at least one environmental condition that is in alocation and/or of a severity that satisfies a predetermined displayrequirement, at least one environmental condition annotation thatrepresents the at least one environmental condition; and displaying, ona ground-based display, the at least one prepared environmentalcondition annotation so as to represent the location and/or severity ofthe at least one environmental condition on the ground-based display. 9.The method of claim 8, wherein the predetermined threshold value for thevehicle is the vehicle's environmental conditions threshold value. 10.The method of claim 8, wherein the scaled environmental conditionsinformation comprises information relating to environmental conditions,dynamic vehicle information, and/or the vehicles environmentalconditions threshold value.
 11. The method of claim 8, wherein thepredetermined display requirement includes a display hierarchy thatranks hazards such that a hazard that appears higher on the displayhierarchy will be displayed instead of a hazard that appears lower onthe display hierarchy.
 12. The method of claim 8, wherein thepredetermined display requirement includes at least some hazards orenvironmental conditions that must always be displayed when present. 13.A method for displaying received environmental conditions information,comprising: receiving at least some environmental conditions data and/orinformation from a transmitting vehicle, wherein the at least someenvironmental conditions data and/or information includes at least someinformation regarding a location and/or a severity of at least oneenvironmental condition; scaling the received environmental conditionsdata and/or information such that a scaled environmental conditionsvalue is determined for at least one particular vehicle; determiningwhether the scaled environmental conditions value represents anenvironmental condition that is in a location and/or of a severity thatsatisfies a predetermined display requirement; preparing, if the scaledenvironmental conditions value represents an environmental conditionthat is in a location and/or of a severity that satisfies thepredetermined display requirement, at least one environmental conditionannotation that represents the at least one environmental condition fordisplay; and displaying, on a ground-based display, the at least oneprepared environmental condition annotation so as to represent thelocation and/or severity of the at least one environmental condition onthe ground-based display.
 14. The method of claim 13, wherein the stepof determining whether the scaled environmental conditions valuerepresents an environmental condition that is in a location and/or of aseverity that satisfies a predetermined display requirement, includesthe steps of: receiving an environmental conditions threshold value;comparing the scaled environmental conditions value to the receivedenvironmental conditions threshold value; determining whether the scaledenvironmental conditions value is greater than the receivedenvironmental conditions threshold value; and determining, if the scaledenvironmental conditions value is greater than the receivedenvironmental conditions threshold value, that the scaled environmentalconditions value represents an environmental condition that is in alocation and/or of a severity that satisfies a predetermined displayrequirement.
 15. A method for displaying environmental conditionsinformation, comprising: determining a location of a vehicle that iscapable of transmitting at least some environmental conditions dataand/or information regarding a location and/or a severity of at leastone environmental condition; determining that no transmission of atleast some environmental conditions data and/or information has beenreceived from the vehicle; determining an environmental conditionsthreshold for the vehicle; determining, based on a lack of atransmission of at least some environmental conditions data and/orinformation being received from the vehicle, that the vehicle is notexperiencing an environmental condition, at the determined location,which exceeds the environmental conditions threshold for the vehicle;preparing, if it is determined that that the vehicle is not experiencingan environmental condition, at the determined location, which exceedsthe environmental conditions threshold for the vehicle, at least oneenvironmental condition annotation that represents a lack ofenvironmental conditions which exceed the environmental conditionsthreshold for the vehicle for display; and displaying the at least oneprepared environmental condition annotation so as to represent thelocation and/or environmental conditions threshold for the vehicle on adisplay.
 16. The method of claim 15, wherein the vehicle is capable oftransmitting at least some environmental conditions data and/orinformation regarding a location and/or a severity of at least oneenvironmental condition when the at least one environmental conditionexceeds an environmental conditions threshold for the vehicle or anothervehicle.
 17. The method of claim 15, wherein the environmentalconditions threshold for the vehicle is a determined level ofenvironmental condition that may adversely affect a specific vehicle orthe vehicle's occupants.
 18. The method of claim 15, wherein the atleast one environmental condition annotation is a scaled environmentalcondition annotation.
 19. The method of claim 15, wherein the at leastone environmental condition annotation that represents a lack ofenvironmental conditions, which exceed the environmental conditionsthreshold for the vehicle, is an empty environmental conditionannotation, such that no environmental condition annotation isdisplayed.